Drive mechanism



[lill/l 5 Sheets-Sheet l June 25, 1946. B. w. Kl-:EsE

DRIVE MECHANISM Filed June so, 1944 /flllll/ll/lIlll/l/l//l/ June 25, 1946.

B. W. KEESE DRIVE MECHANISM 3 Sheets-Sheet 2 Filed June 50, 1944 June 25, 194e. B, w KEES 2,402,637

DRIVE MECHANISM Filed June 30, 1944 3 Sheets-Sheet 5 16 .l F J ff 1,' 566500 l ol' @a 556 a e 552 y 362 4@ il Je 5.7@ 564 506 "54 610,/ '--il 546 3; ,D 542 Ip; c (11,'. 1.5"

me'naa Jans z5, 194s lUNITED srA'rEs 4,Pirrrzrrr OFFICE Beverly W. Keene, Oshkosh, Wis., signor to The Timken-Detrolt Axle Company, Detroit. Mich..

a corporation of Ohio pplication Jlne 30, 1944, Serial No. 542,917

Such machines diier in form and arrangement oi' the mechanical units but have various factors in common such as moderate axle loads and slow speed.

It has been found that a comparatively light automotive vehicle drive axle such as is used for the smaller standard automobiles or light trucks is entirely satisfactory for carrying such selfpropelled agricultural machines and can be readily and economically adapted to the various forms of such machines.

Such axles, however, do not have sumcient gear reduction ratios to provide eilicient operation at the slow speeds at which such machines must be propelled.

VIt is a primary object of the present invention to provide a novel combination of a suitable standard or production automotive drive axle and special auxiliary reduction gear units especially designed for the construction and arrangement of the particular type of machine to which it is to be` applied and for the desired operating speed. In these improved combinations, the same construction of drive axle may be used for various'forrns and sizes' oi.' machines of the same general character and specially designed auxiliary reduction gear units may be combined with such standard or production axles to provide the special operating characteristics, gear ratios, reverse drives, etc., desired in particular installations. y

It is a further object of the invention to provide a farm combine or like drive wherein additional reduction gear mechanism is combined with Aa standard or production drive axle by means embodying a minimum of special parts and at the same time with parts so accurately piloted and securely assembled that proper alignment of the working parts and meshing of the gears is maintained under maximum loads.

A further object resides in the provision of an improved adapting means whereby a reduction gear mechanism is secured directly to and operascams. (01.744426) An additional object resides in the provision of an improved low speed drive axle wherein an auxiliary reduction gear unit is secured to the bearing cage bolting flange of a standard production type of drive axle without necessitating changes in the parts of the production axle.

Other objects and advantages will be apparent from the following description when considered with the appended claims and the accompanying drawings whereinsuitable mechanical embodiment for the purpose of disclosing the invention and two somewhat modied forms thereof are illustrated.

In the drawings:

Figure 1 is a top plan view of a fragmentary portion of a drive axle constructed according to the invention, certain parts being broken away and shown in section to better illustrate the construction thereof;

Figure 2 is a front elevational view of the drive axle shown in Figure 1, a portion of the front cover being broken away to show the internal arrangement;

Figure 3 is a`fragmentary sectional view taken on the line 3-3 of Figure 2;

Figure 4 is a top plan view of a modied axle construction, a portion being broken away and l shown in section to better illustrate the construction thereof:

Figure 5 is a top plan view of a still further modified form of drive axle constructed according to the invention, a portion being broken away and shown in section to better illustrate the construction thereot; and

Figure 6 is a front elevational view of the drive axle shown in Figure 5. v

With continued reference to the drawings and particularly to Figures 1, 2 and 3 thereof, the

numeral i0 generally indicates an axlahousing of.

the split type having a cast center portion formed in two parts, as indicated at i2 and Il, provided at their large ends with mating bolting ilanges I6 and il, respectively, through which suitable connecting means such as screws or bolts (not illustrated) extend to secure the two parts of the center portion rigidly together. Opposite the respective bolting, flanges I6 and i8 the center parts are each provided with a reduced cylinof the sleeve 32.

The flange I8 on the other housing section |4 is formed with an annular rib I8' to fit within the mating flange I6 on housing section I2 and against this rib a stop shoulder 32' on the inner end of sleeve 32 at one side thereof is adapted to abut. 'I'his construction facilitates the rapid assembly of thetwo housing sections with the bolt receiving openings in the mating flanges' I6 and 8 in accurate registration This housing construction is generally similar to that shown in the patent of Herbert W. Alden, 2,056,881, dated October 6, 1936.

Yexternal flange 36 provided witha machined end surface lying in a plane perpendicular to the axis Within the center portion of the axle housing l a differential mechanism, generally indicated at 38, ofsome known or desired construction, is journailed in end bearings 40 and 42 mounted in bearing seats formed internally of the housing parts I2 and I4,respectively, and from this differential mechanism axle shafts 44 and 46 extend outwardly. through the respective housing tubes 24 and 26 and are connected with road wheels or their equivalent in a manner well known to the art. y

A propeller shaft section 48 is journalled in the extension 32 by suitable means, such as the op# posedroller bearings 50 and 52, and carries at its inner end a bevel pinion gear 54 which meshes with a bevel ring gear 56 carried on the cage of the differential mechanism 38. At its inner end beyond the pinion gear 54 the shaft 48 is prefported in a common bearing cage, generally indicated at 62, having a cylindrical portion 64 which is telescopically received in the outer end of the extension 32 and is provided with an upwardly extending end flange 66 which overlies the flange or boss 36 and has its side surfaces machined to lie in parallel planes which are also perpendicular to the axis ofthe extension 32 and shaft 48, said flange having its peripheral surface carefully machined to be concentric with the axis of shaft 48.

The cage 64 is provided with an internal rib 68 intermediate its length which separates the outer races of the two anti-friction bearings and 52. The inner race of bearing 52 abuts the large end of gear 54 while the inner race of bearing 50 abuts the spacing washer 10 disposed between the inner race of the bearing and the cylindrical hub portion of a gear, generally indicated at 12, keyed on the outer end of the shaft 48 and secured in operative position by suitable means, such as the shaft end nuts 14 and 16 and coop- -erating lock washer 18. With this arrangement adjustment of the bearings 50 and 52 may be obtained by tightening the nuts 14 and 16 on the outer end of shaft 48.

An oil seal 80 of conventional or desired con struction surrounds the inner end of the hub por tion of gear 12 and is lenclosed in a cap or shield 82 which is forced into and fits tightly in an aper- 'teeth |48.

vat |50 is slidably mounted on shaft |34 and is ture provided in the portion 84 of a gear housing or casing, generally indicated at 86.

With this arrangement, when the gear 12 is driven the shaft 48 will be rotated and the gear 54 will drive the gear 56 which in turn will drive the axle shafts 44 and 46 through` the-.differential mechanism 38. j l f The gear housing portion 84 is generally bowl shaped having an end wall 88 and a side wall 30 which terminates in aboiting flange 92. A gear housing cover member 94 overlies the open end of the member 84 and is provided with a bolting flange 36 secured to the bolting flange 82by suitable means, such as the'bolts or screws 98 The gear housing portions 84 and 94 are provided with co-axial substantially cylindrical pro-- jections |00 and |02 which together constitute a substantially cylindrical receptacle at one side of .the gear 12.

A splined shaft |04 is journalled in the cylindrical extension |00 by the end bearings |06 and |08 held in seats provided in the expanded portion of the housing member 84 and carries an axially slidable gear I|0 which in one of its operative positions meshes directly with the gear 'I2 and in another of its operative positions meshes with a reversing gear II2 carried on a countershaft ||4 which is parallel to the shaft |04, the reversing gear II2 having a portion ||6 which is constantly in mesh with the gear 12.

Thus by movement 'of the gear IIO along the shaft |04 the gear 12 may be operatively connected with the shaft for drive in either direction.

'Ihe gear I I0 is moved from one to the other of its two operative positions by a yoke vmember I8, particularly illustrated in Figure 3, which engages in an annular groove |20 in the gear I|0 and is secured to a shift rod |22 which is supported in the gear housing for sliding movement between operative positions determined by the annular reduced portions |24, |26 and |28 and the spring-pressed ball detent |30. The intermediate reduced portion |26 serves to retain the gear I|0 in an inoperative or neutral position in which the gear 12 is disconnected from the shaft I 04.

As the gear 12 is much larger than the gear I I 0, a ratio of seventeen to seventy-seven having been selected for one particular installation, it is obvi ous that a large ratio of gear reduction is obtained by this auxiliary reduction gear in addition to that obtained by the gear train comprising the bevel gears 54 and 56.

A second splned shaft |34, coaxial with the shaft |04, is journalled near one end in an antifriction bearing |36 seated in a cap member |38 secured to the outer end of the extension |02 of the gear housing cover 94, and is journalled at its opposite end in an anti-friction bearing |40 which receives a reduced end portion |42 ofthe shaft I 34, said bearing being received in a well or bore provided in the enlarged end portion of the shaftf|04. This enlarged end portion of shaft |04 is provided with a gear |44 having external peripheral gear teeth |46 andA internal clutch A gear element generally indicated provided with a set of gear teeth `at |52, and a set of clutch teeth |54 separated from the gear teeth by an annular groove |66.

The gear |50 is slidable along the shaft |34 and in one of its operative positions the clutch teeth |54 engage the clutch teeth |48 to lock the shafts |34 and |04 together rotationally, while in the other operative position the gear teeth |82 mesh with the teeth |88 of a gear element,

.generally indicated at |80 and particularly shown annular groove |88 and is secured to a shift bar |88 slidably mounted in the gear casing. The shift bar |88 has two operative positions, as indicated by the lannular recessed portions |88 and |18 which are engaged by the spring pressed ball detent`I12, as showny in Figure 2. In one operative position the clutch teeth |54 engage 'with the clutch teeth |48 to lock the shafts |34 and |04 togetherfor unitary rotation, as explained above. In the other operative position the gearteeth |52 mesh with lthe gear teeth |58 to drive the gear element |80 which in turn drives the shaft |84 through the gear teeth |82 and |48. As the gear teeth |88 are greater in number-.than the gear teeth |82 and the gear teeth |48 are greater in number than the gear teeth |82, vthe shaft |04 will be driven at a reduced kspeed relative to the speed of the shaft |34.

The shift bars |22 and |88 are operably mounted and arrangedtoprovide either a forward or reverse drive for the axle and to selectively provide either one of two diiferent gearl ratios for each direction of axle drive, in a com'- bined variable speed and reduction gear assem bly, with a single means for directly mounting and'supporting the same upon the drive axle housing.

The casing part 84 is provided, surrounding the aperturereceiving theoil seal cap 82, with a bolting ange |14 at the outer edge of which there is anexternal boss |18. The outer surface -of the bolting nange andthe inner surface of the boss are both accurately machined so 'that bolting flange |14 fits ilatagainst the outerv surface of the flange 88 of the bearing cage 82 and the boss I18'ts tightly about the periphery of the bearing cage flange. Since the bearing cage nts tightly in the aperture in the extension A22 of the axle part I2 and the boss |18 fits tightly about ,the periphery of the bearing cage flange, the casing part 8.4 is definitely and rigidly located relative to the axle part I2 and is able to carry the auxiliary reduction gear and variable speed mechanism without support other than from the axle. 'Ihe gear housing is secured to the axle housing by suitable means such as screws or bolts, one of whichis indicated at |80, which pass through the bolting ilange |14 and the bearing cage ilange 88 into the ange 38 of the axle housing extension 32. The piloting flange or boss |18 serves to relieve these attaching bolts of severe vertical shearing stress. Split taper dowels, as indicated at I8I, surround the attaching studs |80 and register in taper holes in case part 84 binding the stud and the case against rotating stress. In order to properly seat the taper dowels in the casing apertures, each stud |80 is provided with a nut |83, and'gear 12 may be provided with an opening |88 through which these nuts may be engaged by a suitable Wrench.

An oil seal |18 surrounds the shaft |34 in the outer end of cap |38 while the casing at the outer end of shaft |04 is closed by a bolted cap |82. Cap |82 and seal |18 serve to retain lubricant in the gear casing 88 while the` seal 80 prevents this 6 lubricant from flowing into the axle housing |0. Thus the gear housing and the axle housing each has its own separate lubricant supply and two different kinds of lubricant may be used in the two housings if desired.

Outside the cap |82 the shaft |34 is provided with a splined end portion |84 to which a suitable coupling member such as a universal joint flange. a gear or a chain sprocket may be mounted and secured in place by the end nut |88.

From the above description it will be particularly noted that the complementary axle and differential housing sections are rigidly united along a vertical plane at right angles to the axle and parallel to the axis of the propeller shaft 48, By offsetting the propeller shaft axis to one side of said plane,` fabrication of the housing sections is simplified and th accurate mounting of the differential drive mechanism and the reduction gear assembly thereon is greatly facilitated, while the load is advantageously distributed upon vthe two axle housing sections.

It will also be appreciated that since the diameter of the housing structure 84 exceeds that of the sleeve 32 and is at least substantially equal to the major diameter of the axle housing I0, the

'means above described for piloting the housing 84 to its applied position with relation to said sleeve materially aids in the accurate and rapid assembly. and mounting of the reduction gear housing 1n rigidly attachedl relation to the axley housing |0.

In this arrangement the axle housing I0 and the parts operatively mounted therein comprise a standard production drive axle for an automotive vehicle such as an automobile or truck, while the gear casing or housing 84 is a specially manufactured `unit and is secured to the axle `housing without necessitating any changes in the axle housing or in the parts associated therewith.

The arrangement therefore provides an inexpensive construction which may be economically produced in small quantities and readily assembled to provide a drive axle of the type desired `for the special purpose indicated.

Referring new to Figure 4, there is illustrated a somewhat modified form of drive axle in which l the conventional automobile axle is the same as that described above in connection with Figures 1, 2 and 3 but in which a smaller and simplified auxiliary reduction gear unit has been combined with the standard drive axle.

In this arrangement the reduction gear housing, generally indicated at 200, comprises a sub stantially flat circular base plate 202 having a peripheral bolting Bange 204,' and a housing member 206 having a substantially annular bolting flange 208 andat one end thereof an apertured boss 2|0 constituting a bolting flange for a bearing cage member generally indicated at 2|2. In this construction the outer wall of the gear housing part 208 slopes from the boss 2|0 to the opposite side of the housing, as is clearly indicated in Figure 3.-

The outer end of the propeller shaft section of the axle receives, in this construction, a bevel gear 2|4 which meshes with a bevel gear 2|8 formed on the end of the drive shaft 2| 8 journalled in the cage 2|2 by suitable anti-friction' bearings, such as the roller bearings 220 and 222 The `axis of the shaft 2|8 is perpendicular. to`

the axis of the shaft 48 in the arrangement shown but may be at right anglestogthe axis of the shaft 48 and spaced either above or below sprocketl as the practical coniderations of the connectiouof thev engine to the drive axle may dictate. 4 l

The cage 2I2 is provided with internal ribs or shoulders which position the outer races of the of standard or production axle is used as inf 'I dicated above in connection with Figures 1 and 4,

-but a different form of auxiliary reduction gear mechanism is provided.

In this modified arrangement the auxiliary reduction gear housing, generally indicated at 300,

` 'ber 302 having an end wall facing the end of the I comprises a bowl shaped, generally circular memaxle housing and an annular side wall provided at the open side of the housing with a boltlm flanged 304. This member is generally circular bearings 220 and 222, while the inner race of bearing 220 bears against a controlled thickness 4 spacing washer 223 interposed between the bearing innery race and aradial shoulder on shaft2l8 and the inner race of bearing .222 bears against in outline but is provided at one side thereof with a partly circular radial extension, as is clearly I shown in Figure 6.

the end of a cylindrical hub portion of gear 224 so that the bearings 220 and 222 may be properly adjusted by inserting a spacing washer of proper thickness and tightening nut 226 on shaft 2l8. An oil seal 228 surrounds the hub portion of gear 224 within the outer end of cage 2|2 to prevent loss of lubricant around the shaft 2I8.

Cage 2|2 is secured to bolting flange of boss 2 I 0 byV suitable screws or bolts, as indicated at 230, and suitable spacers or shims 232 maybe disposed between the mating surfaces of the boss 2I0 and the bolting flange 234 on the cage to provide proper cone centering adjustment of the gears 2l4 and 2|6.' The gear housing completelyv surrounds the auxiliary reduction gear train and provides a lubricant reservoir which is separated from the lubricanty reservoir of the axle housing I0 by the seal 80 hereinabove referred to, and

lubricant may be introduced into the reduction gear housing .200 through a suitable aperture normally closed by a screw plug, as indicated at 234.

The base plate 202 actually comprises two concentric bolting flanges 204 and 236 offset in the direction of'the thickness of the plate to provide two concentric annular or radial shoulders 238 and l240, both of whichare accurately machined to proper diametrical dimensions and accurate ccncentricity with each other. The shoulder 238 surrounds the periphery of the flange 66 I of bearing cage 64 and accurately centers the auxiliary reduction gear housing relative to the extension 32 of the axle housing while the bolting flange 208 of gear housing part 206 is piloted on shoulder 240 to accurately locate the part 206 relative to the base plate 202. The parts 202 and 206 are secured together by suitable means such as angularly spaced bolts or screws, one of which is indicated at 242. The base plate 236 is secured to the axle housing by suitable angularly spaced bolts or screws, one of which'is indicated at 244, passing through the bolting flange 236 and the bearing cage flange 66 and threaded into the bolting flange or boss 36 at the outer end of the axle housing extension 32.

The auxiliary reduction gear mechanism of Figure 4 provides only a single reductionigear ratio, the ratio of the construe-tion illustrated being approximately eleven to twenty-three or one to two. In this arrangement it is contemplatedl that other means are provided -for se- The cover member 306 is generally in the form of a flat plate having a peripheral bolting ange 300 but a portion of this member is formed t0 f provide an integral-bearing cage generally indicated at 3I0 and an idler pulley support 3|2.

A gear 3|4 is press fitted onto the outer end of shaft 48 and is held in position on the shaft by the end nuts 3I6 and 3I8 and against rotation relativeto the shaft bya suitable key 320. This gear meshes with a spur gear 322 preferably.

formed on the inner end of a'drive shaft 324 journalled in the integral bearing cage 3I0`by the spaced anti-friction roller bearings 326 and 328.

Bearing cage 3|0 is generally cylindrical in form and is provided internally with'a pair of radial ribs 330 and 332 which are disposed between the bearings 326 and 328 and locates the outer races of these bearings. The inner race of bearing 326 bears against a shaft shoulder at the back side of gear 322 and the inner race of bearing 320 contacts the inner end of a cylindrical spacer 334 which surrounds the shaft 324 between the inner race of bearing 328 and the adjacent side of a gear or chain sprocket 336 held on the splined outer end portion of shaft 324 by end nut 336 and spacer washer 340. A cylindrical spacer 342 is disposed between the inner races of the roller bearings and has at one end thereof a plurality of shim washers 344 by means of which the adjustment of the roller bearings may be controlled when the nut 336 is tightened to force sprocket 336 toward gear 322.

During operation gear 3|4 lifts lubricant from the lower portion of the casing to thepoint at which it meshes with gear 322 at which point the lubricant is forced out laterally from between the gear teeth. As the location of the meshing of the teeth is in line with the space between the inner and outer races of bearing 326, this lubricant is forced into and through bearing 326 and into the space between the internal ribs 330 and 332, and some of it flows through bearing 328. An oil seal 340 surrounding the spacer 334 "within a cap 342 secured to the outer end of the lectively changing the speed and providing a shown in Figures 5 and 6, wherein the same type 75 integral cage 3l0 by suitablemeans, such as the screws 344, prevents the 4lubricant from flowing outwardly along the shaft 324. A channel 346 is provided leading from thespace between the oil seal 340 and the adjacent end of bearing 328 back to the interior of the housing so that a continual flow of lubricant through bearings 323 and 328 is provided. l

The upstanding Alug or bracket 3I2 on the cover I screws, one of which is indicated at Jill passing f through the bolting ilange S/.and the cage flange 66 and into the flange or boss 3i provided on the outer end of the axle housing extension 32 to rigidly connect the gear housing for the auxiliary reduction gear mechanism to the axle housing.

Y"Ihe cover plate 308 is rigidlyvsecured to the I housing member 302 by suitable screws or bolts,

one of which is indicated at 362, passing through.

the bolting flange 308 and threaded into the bolting flange 3M of the member 182. Suitable aper` tures normally closed by screw plugs, as indicated at 364 and 36B, are provided for draining lubricant from the housing 300 and supplying lubricant thereto.

This construction also provides av single gear reduction between the drive shaft 324 and the propeller shaft section 4B, the gear ratio in the form illustrated being approximately 12`to 35 or 1 to 3. This construction also obviously provides al simple and inexpensive conversion for `the drive desired for the type of installation indicated.

It is to be noted that while three somewhat different forms of auxiliary reduction gear ,units are shown they are all secured to the standard axle housing in the same manner and in a manner which provides a secure and rigid attachment without the necessity of modifying any parts of the standard axle construction and which does not require' any additional support for the auxiliary gear unit. i

The invention may be embodied in other specie forms without departing from the spirit or essential characteristics thereof. The present embodiments are therefore to be considered in all respects as illustratiyaand not restrictive, the

vscope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the standard vehicle axle to produce the slow speed housing for propeller shaft drive mechanism having a side wall provided with a seating face and an annular piloting surface circumscribing said face for cooperative contact with the peripheral surface of said cage flange to direct said seating face, in substantial parallelism with the cage flange, into seating contact with the outer side face thereof, and means common to said housing and bearing cage to rigidly secure the same in their relative assembled positions on said axle housing sleeve.

-2. In combination with an axle housing having two sections rigidly joined on a plane perpendicular to the axis of the housing and a propeller shaft supporting sleeve extending at an angle to said axis; a propellershaft journalled in said sleeve; variable speed mechanism and speed reduction gearing connected in power transmitting relation to said propeller shaft. said variable speed mechanism including a power input shaft and change speedM gearing wholly disposed in laterally offset relation to the axis of the propeller shaft, a common housing structure for the outer`end of -the propeller shaft, the variable speed mechanism and the speed reduction Gearing, and a single attaching and supporting means for said'housing structure rigidly connected with said axle housing sleeve.

3. In combination withV an axle housing having a propeller shaft supporting sleeve projecting therefrom at angle to the housing axis. a propeller shaft Journalled in said sleeve and having a speed reducing gear iixed to its outer end, housing structure including a body section fixed to said sleeve and contair'iing said reducing gear and a cover section detachably secured to an open side4 of said body section, said housing sections in'radially spaced relation from the propeller shaftl having opposed oppositely projecting extensions parallel with the propeller shaft axis. and variable speed mechanism mounted in said housing extensions in power transmitting relation to said. reducing gear.

4. The combination deiined in claim 3. in which said variable speed mechanism includes a power input shaft journalled in the extension of the housing cover section and a power output shaft journalled in the extension of the housing body meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to-be secured by United States Letters Patent is:

1. In combination with an axle housing having a sleeve projecting therefrom at an angle to the housing axis. a propeller shaft bearingl cage internally contacting the wall of said sleeve at its ,outer end and having a flange of substantially the same external diameter as the sleeve end and in abutting contact with the end face thereof. a

section.

5. The combination defined in claim 3 in which said variable speed mechanism includes a power input shaft and a power output shaft journalled in the extensions of the housing sections in aligned relation with eachother, and wherein aV i gear on said output shaft has direct meshing engagement with said speed reducing gear.

6. The combination defined in claim 3, in which said variable speed mechanism includes a power output shaft journalled 'in the extension of the housing body section and a manually shiftable gear4 thereon directly engageable with said speed reducing gear.

BEVERLY W. KEESE.

Certificate Iof Correction Patent No. 2,402,637. A June 25, 1946.

` BEVERLY W. KEESE It is hereby certified that errors appear in the printed .specification of the above numbered patent requiring correction as follows: Column 3, line 49, for upwardly read outwardly; line 62, for the spacing read a spacing; column 7, line 7, for conidera/tions read considerations; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent- Ofce.

Signed and Sealed this 5th day of November, A. D. 1946.

LESLIE FR AZR.

First Assistant Commissioner of Patents. 

